Individual transport control and communication system

ABSTRACT

An automated transportation ( 10 ) system includes a plurality of vehicles ( 22 ) adapted to travel along a pathway, and a monitoring system ( 70 ) located within each vehicle and adapted to monitor a location and a speed between an associated vehicle and the pathway. The automated transportation system ( 10 ) also includes a transmitter ( 72 ) located within each vehicle ( 22 ) and adapted to transmit a signal that includes data on the location and the speed monitored, and a receiver ( 76 ) located within each vehicle and adapted to receive the signal from each of the other vehicles. The automated transportation system ( 10 ) further includes a controller ( 78 ) located within each vehicle and adapted to interpret the signal received by the receiver and control the associated vehicle to provide proper spacing between the remaining vehicles to avoid collisions therebetween and maximize throughput of the vehicles along the pathway.

BACKGROUND OF THE INVENTION

The present invention relates to a vehicle control and communicationsystem, and in particular to a vehicle control and communication systemthat controls the speed of a vehicle along a pathway relative to theposition and speed of other vehicles traveling along the pathway.

Ever increasing demands on conventional individual transportation modeshas led to unacceptable congestion. Expanding populations, mostnoticeably in urban areas, have begun to over tax our city streets andhighway systems designed to support a fraction of the vehicular trafficcurrently using them. Such congestions have led to unacceptable delaysresulting both in waste of time and excessive fuel consumption. Thecongestion problems are exacerbated by poor traffic management withinparticular concentrated areas, as well as within entire highway/roadwaysystems. In addition, individual traffic as currently organized, dependson each person to drive his or her vehicle safely and responsibly.Unfortunately, differences in driving skills and levels ofresponsibility can cause serious injuries or even fatalities.

An alternative to highway based transportation systems have been masstransit systems, including trains and subway systems. The mostsignificant drawback with respect to these mass transits systems is theinconveniences associated with their schedules to pre-determineddestinations. Profitable mass transit systems require a significantnumber of people in need of transportation at a particular location, ata particular time, traveling to the same destination. Other destinationscan be reached, but only with one or more transfers by the passengerfrom one route onto another. With heavy usage and the commonly-appliedprincipal of first-come-first-served, people might not have an availableseat, or personal space to work in or relax. Mass transit systems arealso required to operate at off-peak hours with minimal usage makingthem expensive to operate.

A new alternative under development is the individual transportationsystem. Typically, these systems include a plurality of individual“personal” vehicles traveling along a common pathway or railway system,and combine the advantages of a highway based transportation system,such as an automobile, and the advantages of a mass transit system.While an individual transportation system may relieve trafficcongestions, decrease pollution and excessive fuel consumption, it mustalso provide safety to the passengers as well as maximize throughputalong an associated pathway system. Specifically, the system shouldmaximize throughput within the pathway system by effectively managingthe relationship between vehicles, but also the overall movement of thevehicles within the overall system.

SUMMARY OF THE INVENTION

One aspect of the present invention is to provide a method forcontrolling a plurality of vehicles along a pathway that includesmonitoring a location and a speed of each of a plurality of vehicleswith respect to a pathway via an on-board monitoring system within eachvehicle, transmitting, a signal that includes the location and the speedof each vehicle directly to each of the other vehicles via an on-boardtransmitter within each vehicle, and receiving the signal directly fromthe other vehicles via an on-board receiver within each vehicle. Themethod also includes controlling each of the vehicles via an on-boardcontroller within each vehicle based on the signal received from each ofthe other vehicles to provide proper spacing between the vehicles, toavoid collisions therebetween and maximize throughput of the vehiclesalong the pathway.

Another aspect of the present invention is to provide an automatedtransportation system that includes a plurality of vehicles adapted totravel along a pathway, and a monitoring system located within eachvehicle and adapted to monitor a location and a speed between anassociated vehicle and the pathway. The automated transportation systemalso includes a transmitter located within each vehicle and adapted totransmit a signal that includes data on the location and the speedmonitored, and a receiver located within each vehicle and adapted toreceive the signal from each vehicle. The automated transportationsystem further includes a controller located within each vehicle andadapted to interpret the signal received by the receiver from each ofthe other vehicles and control the associated vehicle to provide properspacing between the remaining vehicles to avoid collisions therebetweenand maximize throughput of the vehicles along the pathway.

Yet another aspect of the present invention is to provide a method forcontrolling a vehicle along a pathway that includes monitoring a speedand a location of each of a plurality of vehicles with respect to apathway via a monitoring system located within each vehicle, andtransmitting a primary signal that includes the speed and location ofeach vehicle directly from each vehicle to each of the other vehiclesvia a transmitter located within each vehicle. The method also includesreceiving the primary signal directly from the other vehicles via areceiver located within each vehicle, receiving the primary signal at acentral controller, and receiving a secondary signal from the centralcontroller via the receiver located within each vehicle. The methodfurther includes controlling each of the vehicles via a vehicle controlsystem located within each vehicle based on the primary signal receivedfrom each of the other vehicles to provide proper spacing between thevehicles to avoid collisions therebetween and maximize throughput of thevehicles along the pathway, and controlling each of the vehicles via thevehicle control system located within each vehicle based on thesecondary signal received from the central controller if the primarysignal is interfered with to provide proper spacing between the vehiclesto avoid collisions therebetween and maximize throughput of the vehiclesalong the pathway.

Still yet another aspect of the present invention is to provide anautomated transportation system that includes a plurality of vehiclesadapted to travel along a pathway, a monitoring system located withineach vehicle and adapted to monitor the speed and location with respectto the pathway, and a transmitter located within each vehicle andadapted to transmit a primary signal that includes data on the speed andthe location monitor. The automated transportation system also includesa central controller adapted to receive the primary signal from eachvehicle, and adapted to interpret the primary signal received andtransmit a secondary signal, and a receiver located within each vehicleand adapted to receive the primary and secondary signals from eachvehicle and the central controller, respectively. The automatedtransportation system further includes a vehicle control system locatedwithin each vehicle and adapted to interpret the primary signal receivedby the receiver from each of the other vehicles and control theassociated vehicle to provide proper spacing between the remainingvehicles to avoid collisions therebetween and maximize throughput of thevehicles along the pathway, and further adapted to interpret thesecondary signal received by the receiver from the central controller ifthe primary signal is interfered with to provide proper spacing betweenthe remaining vehicles to avoid collisions therebetween and maximizethroughput of the vehicles along the pathway.

Another aspect of the present invention is to provide an automatedtransportation system that includes a track system that includes atleast two track members, and a plurality of vehicles that may bealternatively supported by the two track members, wherein each vehicleincludes a switching system adapted to switch the vehicle between thetrack members. The automated transportation system also includes amonitoring system located within each vehicle and adapted to monitor aswitching state of an associated vehicle, a transmitter located withineach vehicle and adapted to transmit a primary signal that includes dataon the switching state of the associated vehicle, and a receiver adaptedto receive the primary signal from the transmitter. The automatedtransportation system further includes a vehicle control system locatedwithin each vehicle and adapted to interpret the primary signal receivedby the receiver and control the associated vehicle to provide properspacing between the remaining vehicles to avoid collisions therebetweenand maximize throughput of the vehicles along the pathway.

Still yet another aspect of the present invention is to provide a methodfor controlling a plurality of vehicles along a track system includingproviding a track system that includes at least two track members, andproviding a plurality of vehicles that may be alternatively supportedfrom the track members, wherein each vehicle includes a switching systemadapted to switch the vehicle between tracks. The method also includesmonitoring a switching state of each of the plurality of vehicles withrespect to the track members via a monitoring system located within eachvehicle, transmitting a primary signal that includes a switching stateof the vehicle to at least one controller, and receiving the primarysignal at the controller. The method further includes controlling eachof the vehicles via a vehicle control system located within each vehiclebased on the primary signal received by the controller to provide properspacing between the vehicles to avoid collisions therebetween andmaximize throughput of the vehicles along the track as the vehiclesswitch between track members.

In another aspect of the present invention, a wheel slippage monitoringsystem includes a first monitoring device adapted to measure therotational velocity of a wheel of a vehicle, and a second monitoringdevice adapted to measure the linear velocity of the vehicle along thepathway. The wheel slippage monitoring system also includes a comparatorfor comparing the rotational velocity of the wheel with the linearvelocity of the vehicle and determining the amount of slippage of thewheel with respect to the pathway.

Still yet another aspect of the present invention is to provide a wheelwear monitoring system that includes a first monitoring device adaptedto measure a current rotational velocity of a wheel of a vehicle,wherein the wheel has an outer diameter, and a second monitoring deviceadapted to measure a current linear velocity of the vehicle along apathway. The wheel wear monitoring system further includes a comparatorfor comparing the current rotational velocity and linear velocity to aset value for the rotational velocity of the wheel calculated from aprime wheel diameter corresponding to the current linear velocity,thereby determining the reduction and the diameter of the wheel from theprime wheel diameter.

The present inventive vehicle control and communication system andmethods associated with its use provide a highly effective means forproviding proper spacing between a plurality of vehicles, therebyavoiding collisions therebetween, and maximizing throughput of thevehicles along an associated pathway by effectively managing thevehicles within an overall transportation system, and is particularlywell adapted for the proposed use.

These and other advantages of the invention will be further understoodand appreciated by those skilled in the art by reference to thefollowing written specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the individual transportation system, ortransit system, as controlled by the control and communication system;

FIG. 2A is a side elevational view of a main track section, a switchtrack section, and a carriage and a vehicle supported by the main tracksection;

FIG. 2B is a side elevational view of the main track section, the switchtrack section, the carriage and vehicle supported by the switch tracksection;

FIG. 3A is a rear elevational view of the main track section, the switchtrack section, the carriage and vehicle supported by the main tracksection;

FIG. 3B is a rear elevational view of the main track section, the switchtrack section, and the carriage and vehicle supported by the switchtrack section;

FIG. 4 is a perspective view of a housing and drive units of thecarriage;

FIG. 5A is a schematic view of the control and communication system ofthe present invention;

FIG. 5B is a schematic view of the control and communication equipmentof each individual vehicle;

FIG. 5C is a schematic view of a wheel slippage monitoring system ofeach individual vehicle;

FIG. 6 is a flow chart of a routine for monitoring and controlling afollowing distance for as conducted by a controller within each vehicle;

FIG. 7 is a flow chart for a routine for monitoring and controlling aswitching function for each carriage as conducted by the controllerwithin each vehicle;

FIG. 8 is a schematic view of an alternative embodiment of the controland communication system of the present invention; and

FIG. 9 is a flow chart of a routine for monitoring and controlling wheelslippage of the drive units as conducted by a controller within eachvehicle.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” and derivativesthereof shall relate to the invention as oriented in FIG. 2A. However,it is to be understood that the invention may assume various alternativeorientations and step sequences, except where expressly specified to thecontrary. It is also to be understood that the specific devices andprocesses illustrated in the attached drawings, and described in thefollowing specification are exemplary embodiments of the inventiveconcepts defined in the appended claims. Hence, specific dimensions andother physical characteristics relating to the embodiments disclosedherein are not to be considered as limiting, unless the claims expresslystate otherwise.

In the illustrated example, the present inventive individual transportcontrol and communication system is utilized in conjunction with anindividual transportation system 10 (FIG. 1). It should be noted thatwhile the illustrated control and communication system of the automatedtransportation system 10 includes a plurality of vehicles supported byan overhead track, these principals and concepts disclosed herein may beapplied to other transportation system that include vehicles travelingalong a common track and/or to a plurality of motorized vehiclestraveling along a highway system, and that the description oftransportation system 10 is provided for illustrative and contextualpurposes only.

Transportation system 10 includes a track system 12 having a primarytrack section 14 and a switch track section 16. The transportationsystem 10 also include a plurality of carriages 20 (FIG. 2A) supportedby track system 12, a plurality of passenger vehicles 22 each mateablyengageable with one of the carriages 20 and adapted to hold at least onepassenger and/or cargo therein. The track system 12 includes a primarytrack section 14 that extends between points of interest such as urbanareas, cities, plants, and/or facilities on a business campus or thelike. Switching track section 16 of track system 12 allows switching ofthe carriage 20 and passenger vehicle 22 combination to be redirectedand transferred between different primary track sections 14.

In the illustrated example, track system 12 is a passive track in thatno power is supplied to the carriage 20 and passenger vehicle 22combination while carriage 20 moves along track system 12, therebyeliminating the possibility of a power supply interruption to thecarriage and passenger vehicle 22 combination operating thereon and thepossible halting of numerous carriage 20 and passenger vehicle 22combinations traveling along system 12. However, it should be noted thattrack system 12 may in fact include a power supply associated therewith.In addition, in the illustrated example, track system 12 is a statictrack in that the track itself is stationary and all switchingoperations are accomplished via manipulation of carriage system 20.However, it should be noted that in certain applications, track system12 may include moveable members that assist and/or accomplish theswitching procedure.

Primary track section 14 (FIGS. 2A and 3A) includes a longitudinallyextending main support structure 26. Primary track section 14 alsoincludes a plurality of laterally extending track support members 28spaced longitudinally along main support structure 26. The geometricalcross-section of each main track member 32 is similar to that of railwayrails. The main track members 32 extend in an end-to-end fashion and maybe welded or spliced together, or connected by some other appropriatemeans. Primary track section 14 is supported above the ground via aplurality of primary track supporting poles 34.

The switching track section 16 (FIGS. 2B and 3B) includes a pair oflongitudinally extending switching track support structures 42 to whicha plurality of substantially C-shaped laterally extending switch tracksupport members 44 are fixedly attached and spaced longitudinallytherealong. Each switch track support member 44 supports a pair ofswitching track members 56 thereon. Each switching track member 56 isprovided with a geometrical cross-sectional shape similar to that ofmain track members 32 as described above. The switching track section 16is supported above ground level by a plurality of switching tracksupport poles or structures 58.

The track system 12 is constructed such that at least a portion ofswitching track members 56 are vertically aligned with main trackmembers 32. This alignment allows for ease in switching the carriage 20and passenger vehicle 22 combination from being supported by primarytrack section 14 and switching track section 16. In addition, as bestillustrated in FIGS. 3A and 3B, the switching track section 16 isoriented with respect to the primary track section 14, such that thevertical distance between main track member 32 and a correspondingswitching track member 56, as indicated by arrow 66, changes along thelongitudinal length of track system 12. The change of vertical distance66 is utilized when switching the carriage 20 and passenger vehicle 22combination from being supported on primary track section 14 to beingsupported on switching track section 16, and vice versa.

Carriage system 20 detachably supports the associated passenger vehicle22 therebelow. Carriage system 20 includes a housing 88 (FIG. 4)assembly that houses a primary drive system 84 and a secondary drivesystem 86. Primary drive system 84 is adapted to propel the carriagesystem 20 and passenger vehicle 22 combination along main track members32 of primary track section 14, while secondary drive system 86 isadapted to drive the carriage system 20 and passenger vehicle 22combination along switching track members 56 of switching track section16. In the illustrated example, the secondary drive system 86 may berotated between a storage position (FIGS. 2A and 3A), wherein thecarriage 20 and vehicle 22 combination is supported by primary tracksection 14, and in-use position (FIGS. 2B and 3B), wherein the carriage20 and vehicle 22 combination is supported by switching truck section 16when aligned therewith.

In the schematically illustrated example shown in FIG. 5A, automatedtransportation system 10 includes a plurality of the carriage 20 andpassenger vehicle 22 combinations traveling along track system 12 in adirection indicated by arrow 68. A monitoring system 70 (FIG. 5B) islocated within each vehicle 22 and is adapted to monitor a location andan absolute speed between the associated vehicle 22 and track system 12.A transmitter 72 is also located within each vehicle 22 and is adaptedto transmit a signal in a direction indicated by arrow 74 that includesdata on the location and the speed monitored by the monitoring system. Areceiver 76 located within each vehicle 22 is adapted to receive signal74 as transmitted by each of the transmitters 72 associated with eachvehicle 22. A controller 78 is located within each vehicle 22 and isadapted to interpret signal 74 as received by receiver 76 and to controlthe associated vehicle 22 based on the interpretations of signal 74 toprovide proper spacing between the associated vehicle 22 and theremaining vehicles to avoid collisions therebetween and maximizethroughput of vehicles 22 along track system 12. Although in theillustrated example monitoring system 70, transmitter 72, receiver 76and controller 78 are each shown as being located within vehicle 22, itshould be noted that each of these components may be located withinvehicle 22, carriage 20, or a combination thereof, and that thecomponents are shown within vehicle 22 for illustrative purposes only.

The monitoring system 70 located within each vehicle 22 is adapted tomonitor a plurality of variables, including the relative linear speedbetween the associated vehicle 22 and track system 12, theacceleration/deceleration of each vehicle 22 relative to track system12, the application of brakes within the associated vehicle 22, theabsolute position of the associated vehicle 22 within track system 12,the distance between the associated vehicle 22 and a preceding vehicle,the switching status of carriage 20 supporting the associated vehicle22, the optimum speed for vehicle 22 given particular track conditions,weather conditions, etc., routing information for the associated vehicle22, pending merge points, the “health status” of an associated vehicle22, and a particular identification for each vehicle 22.

The linear speed of the associated vehicle 22 with respect to tracksystem 12 may be monitored in a variety of ways including, but in no waylimited to, a speedometer system, a global positioning system (GPS), abar code reader system wherein the reader scans symbols affixed to tracksystem 12, a radar system, a radio frequency identification system, andthe like. The acceleration/deceleration of vehicle 22 relative to tracksystem 12 may be monitored via similar means as the linear speedthereof. The application of brakes within vehicle 22 may be monitoredvia a proximity switch, pressure sensor, or by any other means capableof monitoring the application of brakes prior to the actual slowing ofvehicle 22. The absolute position of the associated vehicle 22 withintrack system 12 can be monitored by many of the same means as utilizedto monitor the linear speed of vehicle 22, including a GPS system, a barcode reading system and the like. The distance between vehicles 22 mayalso be monitored in a variety of ways, including utilizing a GPSsystem, utilizing a bar code reading system, a forwardly facing radarsystem 80, and the like.

The transmitter 72 and receiver 76 located within each vehicle 22transmit and receive signal 74, respectively. Signal 74 includes datarelating to the linear speed of the vehicle 22 relative to track system12, the acceleration/deceleration of vehicle 22 relative to track system12, the application of brakes within vehicle 22, the absolute positionof vehicle 22 within track system 12, the distance between vehicles 22,and the like. In a preferred embodiment, signal 74 is received byvehicles 22 within a particular range, geographical location, or segmentor of track system 12, however, signal 74 may be transmitted to each andevery vehicle 22 located within track system 12 depending on physicallimitations such as the type of transmission/receiver system utilized,the broadcast frequency, the distance between vehicles 22, etc.

The controller 78 associated with each vehicle 22 is in operablecommunication with monitoring system 70, transmitter 72 and receiver 76.The controller 78 is adapted to interpret signal 74 received by receiver76 and to control the associated vehicle 22 based on the interpretationof signal 74 as well as the data received from monitoring system 70associated therewith. In the present example, controller 78 providesproper spacing between the associated vehicle 22 and the remainingvehicles within track system 12 to avoid collisions therebetween andmaximize throughput of vehicles 22 within track system 12 by providingcollision avoidance, reducing delay times associated with stack error asdiscussed below and the like.

The specific decision making routine conducted by controller 78 isillustrated in FIG. 6. In the illustrated routine, vehicle 22 enters thetrack system 12 or “starts” in motion along track 12 in step 100. Thecontroller 78 calculates an initial minimum safe distance betweenvehicles based on particular inputs such as track conditions based onweather, brake operational efficiency, etc., and sets a set-point speedin step 102. Controller 78 continually monitors the linear speed ofassociated vehicle 22 against the set-point speed and adjustsaccordingly in step 104 to keep associated vehicle 22 traveling at theset-point speed. Specifically, if the current linear speed of associatedvehicle 22 is less than or equal to the set-point speed, controller 78allows vehicle 22 to continue to operate at the current linear speed.However, if the current linear speed of vehicle 22 is greater than theset-point speed, controller 78 slows the associated vehicle in step 106.Controller 78 also continuously monitors signals 74 received frompreceding vehicles and determines if there is a preceding vehicle instep 108. If the associated vehicle 22 is not preceded by anothervehicle, controller 78 continues to monitor the current linear speed ofassociated vehicle 22 against the set-point speed in step 110, similarto as discussed above. Further, if there is no preceding vehicle,controller 78 determines whether the actual speed of vehicle 22 is lessthan the set-point speed in step 110, and may increase the linear speedof vehicle 22 along track 12 in step 112. If controller 78 determinesthat associated vehicle 22 is preceded by another vehicle in step 108,controller 78 determines whether the distance between the associatedvehicle 22 and the preceding vehicle is greater than or equal to theminimum safe following distance in step 114. Specifically, if theminimum safe following distance is not met, the controller reduces thespeed of the associated vehicle 22 via step 106. If controller 78determines that the distance between the associated vehicle 22 and thepreceding vehicle is greater than and/or equal to the minimum safefollowing distance, controller 78 then determines whether the actualfollowing distance is specifically greater than or equal to the minimumsafe following distance in step 116. Specifically, if the actualfollowing distance is greater than the minimum safe following distance,controller 78 increases the speed of the associated vehicle 22 via step112, while the actual following distance is equal to the minimum safefollowing distance, controller 78 does not adjust the speed of theassociated vehicle 22. It should be noted that the value for the minimumsafe following distance in step 116 may include a safety factor, therebyallowing a distance between the vehicles that is slightly greater thanthe minimum safe following distance.

By communicating the data as described above directly between each andevery vehicle 22 operating within track system 12 or a subsectionthereof, the stack error associated with cascading the information alonga line of vehicles 22 is eliminated. Specifically, any trailing vehicle22 within a group of vehicles is instantaneously and immediatelynotified of any change in operation of any preceding vehicle, such as anacceleration/deceleration, the application of brakes, the absoluteposition and speed of a preceding vehicle and the spacing betweenpreceding vehicles as well as between any vehicle 22 and the vehicleimmediately preceding that vehicle. This direct communication eliminatesstack error(s), as well as delay time associated with a central controlsystem which in turn would control the vehicles. In addition, theswitching status of carriage 20 between track members 32 of primarytrack section 14 and track members 56 of switching track section 16 canbe immediately transferred to any following vehicles 22. Further, apending switching motion can also be communicated between the vehicles22, such as when a carriage and passenger vehicle 22 combinationapproaches a predetermined switching point as known and communicated bythe associated controllers 78 as described below.

The monitoring system 70 within each vehicle 22 also monitors the switchcondition of carriage 20 associated therewith, and may be utilized tomanipulate the switching state based on the location, speed, etc., ofthe carriage 20 and vehicle 22 combination within track system 12. Thespecific decision making routine conducted by controller 78 forcontrolling the switching state of carriage 20 is illustrated in FIG. 7.The monitoring system 70 of each vehicle 22 continuously monitors thelocation of the carriage 20 and vehicle 22 combination with primarytrack section 14. Controller 78 determines whether the location of thecarriage 20 and vehicle 22 combination corresponds to a particularpredetermined location along the primary track 14 preceding thebeginning of switching track member 16 in step 120, and initiatesrotation of the secondary drive system 86 from the storage position(FIGS. 2A and 3A) to the in-use position (FIGS. 2B and 3B) in step 122.Monitoring system 70 also monitors whether the secondary drive system 86has been properly rotated from the storage position to the in-useposition in step 124. Specifically, if the lifting procedure has notbeen conducted properly, an error signal can be sent to the passengerswithin vehicle 22, as well as central control station in step 126. Inaddition, an error signal is utilized to cause controller 78 to lowerthe secondary drive system 86 back to the storage position if it hasonly partially rotated to the in-use position. Monitoring system 70continues to monitor the position of secondary drive system 86 while inuse to assure proper operation thereof in step 126. The monitoringsystem 70 and controller 78 perform a reverse function of monitoring andlowering the secondary drive system 86 from the in-use position to thestorage position similar to as described above.

The switching status of each carriage 20 and vehicle 22 combination iscommunicated with every other vehicle operating within track system 12or a particular segment thereof as previously discussed similar to asdescribed above with respect to absolute linear velocity of eachvehicle, the distance between vehicles, etc. The communication of theswitching data discussed above with other vehicles improves safety byproviding for collision avoidance and increases the throughput ofvehicles with the track system 12 by allowing the controllers 78 ofvehicles 22 to adjust the relative positions and speeds of theassociated vehicle 22 with respect to the data received.

In an alternative embodiment, as shown in FIG. 8, the signal 74 ascommunicated between the transmitters 72 and receivers 76 of vehicles 22is also received by a central controller 82. Central controller 82 canform a plurality of functions by providing a backup or secondary signalas indicated by arrow 83 to each vehicle 22. The secondary signal 83provided by central controller 82 includes information similar to thatcompiled by controller 78 within each vehicle 22 including the speed ofa particular vehicle 22 with respect to track system 12, theacceleration/deceleration of each vehicle 22 relative to track system12, the application of brakes within each vehicle 22, the distancebetween vehicles 22, and the switching status of each carriage 20 andvehicle 22 combination. The signal 83 as transmitted by centralcontroller 82 and received by receivers 76 within each vehicle 22 isutilized by the controllers 78 within each vehicle 22 to control theassociated vehicle 22 and provide adequate spacing between theassociated vehicle 22 and the remaining vehicles. Central controller 82may be utilized as a backup control system to the controllers 78 withineach vehicle 22 in the event signal 74 is disrupted and not received bythe particular receiver 76 and/or in the event of a malfunction of anonboard controller 78 provided the physical mechanisms associated withthe carriage 20 and vehicle 22 combination are still operable. Further,the signal that is received from central controller 82 may be used inconjunction with signal 74 from each vehicle 22 to organize andstreamline the overall efficiency of the vehicle traffic within tracksystem 12 as well as to verify signal 74.

The automated transportation system 10 further includes a wheel slippagemonitoring system for monitoring the efficiency of primary drive system84 and secondary drive system 86 within carriage system 20. In theillustrated example, primary drive system 84 (FIG. 4) includes two pairsof primary drive wheels 90 located at opposite ends of housing 88 andadapted to ride along main track members 32 of primary track section 14,as shown in FIGS. 2A and 3A. Each primary drive wheel 90 is preferablyconstructed of steel, a hard polyurethane material, or combination ofboth, although other suitable materials may be used. Secondary drivesystem 86 includes two pairs of secondary drive wheels 92 placed atopposite ends of housing 88 in which are adapted to propel the carriagesystem 20 and passenger vehicle 22 combination along switching trackmembers 56 of switching track section 16. Each wheel 92 is preferablyconstructed of steel, a soft polyurethane, or combination of both,although other suitable materials may be used.

Weather conditions, track conditions, and possible mechanical failuresmay cause the primary drive wheels 90 and/or secondary drive wheels 92to slip or spin relative to main track members 32 and switching trackmembers 56, respectively. The resulting slippage of wheels 90 and 92would not only decrease the efficiency of the travel of the carriage 20and passenger vehicle 22 combinations within track system 12, but mayalso result in stack problems between vehicles 22 within particularsegments of the track system as well as raise safety issues with respectto spacing between vehicles 22 and collisions therebetween.

The wheel slippage monitoring system 94, schematically shown in FIG. 5C,includes a first monitoring device 96 adapted to measure the rotationalvelocity of primary drive wheels 90 of primary drive system 84 and/orsecondary drive wheels 92 of secondary drive system 86 of a carriage 20associated with a particular passenger vehicle 22. The first monitoringdevice may include a tachometer, laser based rotational monitoringsystem, or any other monitoring device capable of monitoring therotational velocity of primary drive wheels 90 and/or secondary drivewheels 92. The wheel slippage monitoring system 94 also includes asecond monitoring device 98 that measures the linear velocity of theassociated vehicle 22 along track system 12 as discussed above. Wheelslippage monitoring system 94 also includes a comparator/controller 99(which may be integrated with controller 78) for comparing therotational velocity as monitored by first monitoring system 96 with thelinear velocity as monitored by second monitoring device 98 anddetermines the amount of slippage of the associated wheel 90 and/or 92with respect to track system 12. The comparator/controller 99 is adaptedto compare the linear velocity of the associated vehicle 22 along tracksystem 12 to a linear velocity based on the rotational velocity of thewheel 90 and/or 92 as monitored by the second monitoring device 98.

The specific decision making routine conducted by the controller 99 isillustrated in FIG. 9. In the illustrated routine, the linear velocityof vehicle 22 as monitored by second monitoring device 98 is comparedwith the linear velocity that should result from a particular rotationalvelocity of wheel 90 and/or 92 as monitored by first monitoring device96 in step 130. Specifically, if the actual measured linear velocity andthe calculated linear velocity match within a reasonable amount oferror, the speed is communicated with the passenger, central controller82, etc., and the system continues to operate unaffected as shown instep 132. If the actual measured linear velocity and the calculatedlinear velocity do not match within a reasonable amount of error,controller 99 determines if vehicle 22 is attempting to accelerate instep 133 or decelerate in step 134. If vehicle 22 is attempting toaccelerate, controller 99 enables an anti-slip traction control devicein step 136. If vehicle 22 is attempting to decelerate, controller 99enables an anti-lock control associated with the braking mechanisms, asshown in step 138. If vehicle 22 is neither accelerating ordecelerating, controller 99 may send a warning signal to the operatorand/or central controller 82 indicating excessive wheel slippage. Theslippage of wheels 90 and/or 92 is in turn used to control theassociated vehicle and is communicated with other vehicles to assist inthe spacing therebetween and congestion within the overall track system12 as discussed above.

In an alternative embodiment, the comparator/controller 99 compares thelinear velocity as monitored by the first monitoring device 96 with aset value for the rotational velocity of the wheel 90 or 92 from a primewheel diameter corresponding to the current linear velocity, therebydetermining the reduction in the diameter of the wheel from the primewheel diameter. In the illustrated example, the prime wheel diameter maybe the original diameter of the wheel when first placed into service,and/or an optimum diameter for the wheel to maximize power, reduceslippage between the wheel 90 and/or 92 and track system 12, and thelike.

The present inventive vehicle control and communication system andmethods associated with its use provide a highly effective means forproviding proper spacing between a plurality of vehicles, therebyavoiding collisions therebetween, and maximizing throughput of thevehicles along an associated pathway by effectively managing thevehicles within an overall transportation system, and is particularlywell adapted for the proposed use.

It will become apparent to those skilled in the art that modificationsmay be made to the invention without departing from the conceptdisclosed herein. Such modifications are to be considered as included inthe following claims, unless these claims by their language expresslystate otherwise.

1. A method for controlling a plurality of vehicles along a pathway,comprising: monitoring a location and a speed of each of a plurality ofvehicles with respect to a pathway that includes a track system adaptedto support the plurality of vehicles, wherein the monitoring isconducted via an on-board monitoring system within each vehicle;transmitting a signal that includes the location and the speed of eachvehicle directly from each vehicle to each of the other vehicles via anon-board transmitter within each vehicle; receiving the signal directlyfrom the other vehicles via an on-board receiver within each vehicle;and controlling each of the vehicles via an on-board controller withineach vehicle based on the signal received from each of the othervehicles to provide proper spacing between the vehicles to avoidcollisions therebetween and maximize throughput of the vehicles alongthe pathway.
 2. An automated transportation system, comprising: aplurality of vehicles adapted to travel along a pathway, wherein thepathway includes a track system adapted to support the plurality ofvehicles; a monitoring system located within each vehicle and adapted tomonitor a location and a speed between an associated vehicle and thepathway; a transmitter located within each vehicle and adapted totransmit a signal that includes data on the location and the speedmonitored; a receiver located within each vehicle and adapted to receivethe signal from each vehicle; a controller located within each vehicleand adapted to interpret the signal received by the receiver and controlthe associated vehicle based on the signal received from each of theother vehicles to provide proper spacing between the remaining vehiclesto avoid collisions therebetween and maximize throughput of the vehiclesalong the pathway.
 3. A method for controlling a plurality of vehiclesalong a pathway, comprising: monitoring a speed and a location of eachof a plurality of vehicles with respect to a pathway via a monitoringsystem located within each vehicle; transmitting a primary signal thatincludes the speed and location of each vehicle directly from eachvehicle to each of the other vehicles via a transmitter located withineach vehicle; receiving the primary signal directly from the othervehicles via a receiver located within each vehicle; receiving theprimary signal at a central controller; receiving a secondary signalfrom the central controller via the receiver located within eachvehicle; controlling each of the vehicles via a vehicle control systemlocated within each vehicle based on the primary signal received fromeach of the other vehicles to provide proper spacing between thevehicles to avoid collisions therebetween and maximize throughput of thevehicles along the pathway; and controlling each of the vehicles via thevehicle control system located within each vehicle based on thesecondary signal received from the central controller if the primarysignal is interfered with to provide proper spacing between the vehiclesto avoid collisions therebetween and maximize throughput of the vehiclesalong the pathway.
 4. An automated transportation system, comprising: aplurality of vehicles adapted to travel along a pathway; a monitoringsystem located within each vehicle and adapted to monitor a speed and alocation with respect to the pathway; a transmitter located within eachvehicle and adapted to transmit a primary signal that includes data onthe speed and the location monitored; a central controller adapted toreceive the primary signal from each vehicle, and adapted to interpretthe primary signal received and transmit a secondary signal; a receiverlocated within each vehicle and adapted to receive the primary andsecondary signals from each vehicle and the central controller,respectively; and a vehicle control system located within each vehicleand adapted to interpret the primary signal received by the receiverfrom each of the other vehicles and control the associated vehicle toprovide proper spacing between the remaining vehicles to avoidcollisions therebetween and maximize throughput of the vehicles alongthe pathway, and further adapted to interpret the secondary signalreceived by the receiver from the central controller if the primarysignal is interfered with to provide proper spacing between theremaining vehicles to avoid collisions therebetween and maximizethroughput of the vehicles along the pathway.
 5. The method of claim 1,wherein the steps of monitoring, transmitting and receiving includesmonitoring, transmitting and receiving the acceleration/deceleration ofeach vehicle.
 6. The method of claim 5, wherein the steps of monitoring,transmitting and receiving includes monitoring, transmitting andreceiving the application of brakes within each vehicle.
 7. The methodof claim 6, further including: controlling the location of each of thevehicles within the track system, wherein the track system includes atleast two track members from which the vehicles can be alternativelysupported.
 8. The method of claim 7, wherein the steps of monitoring,transmitting and receiving includes monitoring, transmitting andreceiving a switching state of each vehicle.
 9. The method of claim 8,wherein the transmitting and receiving steps are completed via awireless communication system.
 10. The method of claim 1, wherein themethod includes controlling at least four vehicles.
 11. The method ofclaim 1, wherein the steps of monitoring, transmitting and receivingincludes monitoring, transmitting and receiving theacceleration/deceleration of each vehicle.
 12. The method of claim 1,wherein the steps of monitoring, transmitting and receiving includesmonitoring, transmitting and receiving the application of brakes withineach vehicle.
 13. A method for controlling a plurality of vehicles alonga pathway, comprising: monitoring a location and a speed of each of aplurality of vehicles with respect to a pathway via an on-boardmonitoring system within each vehicle; transmitting a signal thatincludes the location and the speed of each vehicle directly from eachvehicle to each of the other vehicles via an on-board transmitter withineach vehicle; receiving the signal directly from the other vehicles viaan on-board receiver within each vehicle; controlling each of thevehicles via an on-board controller within each vehicle based on thesignal received from each of the other vehicles to provide properspacing between the vehicles to avoid collisions therebetween andmaximize throughput of the vehicles along the pathway; and controllingthe location of each of the vehicles within a track system, wherein thetrack system includes at least two track members from which the vehiclescan be alternatively supported.
 14. The method of claim 13, wherein thesteps of monitoring, transmitting and receiving includes monitoring,transmitting and receiving a switching state of each vehicle.
 15. Themethod of claim 1, wherein the transmitting and receiving steps arecompleted via a wireless communication system.
 16. The automatedtransportation system of claim 2, wherein the monitoring system isfurther adapted to monitor the distance between the associated vehicleand a vehicle immediately preceding the associated vehicle.
 17. Theautomated transportation system of claim 16, wherein the monitoringsystem is further adapted to monitor the acceleration/decelerationbetween the associated vehicle and the vehicle immediately preceding theassociated vehicle.
 18. The automated transportation system of claim 17,wherein the transmitter and receiver are wireless communication devices.19. The automated transportation system of claim 18, wherein the pathwayincludes a track system adapted to support the plurality of vehicles.20. The automated transportation system of claim 19, wherein the tracksystem includes at least two track member adapted to alternativelysupport the plurality of vehicles.
 21. The automated transportationsystem of claim 20, wherein each vehicle is adapted to switch betweenthe two track members, and wherein the monitoring system is furtheradapted to monitor a switching state of the associated vehicle.
 22. Theautomated transportation system of claim 2, wherein the monitoringsystem is further adapted to monitor the acceleration/decelerationbetween the associated vehicle and the vehicle immediately preceding theassociated vehicle.
 23. The automated transportation system of claim 2,wherein the transmitter and receiver are wireless communication devices.24. The automated transportation system of claim 2, wherein the tracksystem includes at least two track members adapted to alternativelysupport the plurality of vehicles.
 25. The automated transportationsystem of claim 24, wherein the each vehicle is adapted to switchbetween the two track members, and wherein the monitoring system isfurther adapted to monitor a switching state of the associated vehicle.26. The method of claim 3, further including: comparing the primary andsecondary signals via the vehicle control system located within eachvehicle prior to controlling the associated vehicle; and determining theaccuracy of the primary and secondary signals based on the comparison.27. The method of claim 26, wherein the steps of monitoring,transmitting and receiving include monitoring, transmitting andreceiving a location of each vehicle with respect to the pathway. 28.The method of claim 27, wherein the steps of monitoring, transmitting,and receiving include monitoring, transmitting, and receiving anacceleration/deceleration of each vehicle with respect to a vehicleimmediately preceding each vehicle.
 29. The method of claim 28, whereinthe steps of monitoring, transmitting and receiving include monitoring,transmitting and receiving the application of brakes within each of thevehicles.
 30. The method of claim 29, further including: controlling thelocation of each of the vehicles within a track system, wherein thetrack system includes at least two track members which can alternativelysupport the vehicles.
 31. The method of claim 30, wherein the steps ofmonitoring, transmitting and receiving include monitoring, transmittingand receiving a switching state of each vehicle.
 32. The method of claim3, wherein the transmitting and receiving steps are completed via awireless communication system.
 33. The method of claim 3 wherein thesteps of monitoring, transmitting and receiving include monitoring,transmitting and receiving the location of each vehicle with respect tothe pathway.
 34. The method of claim 3, wherein the steps of monitoring,transmitting, and receiving include monitoring, transmitting, andreceiving an acceleration/deceleration of each vehicle with respect to avehicle immediately preceding each vehicle.
 35. The method of claim 3,wherein the steps of monitoring, transmitting and receiving includemonitoring, transmitting and receiving the application of brakes withineach of the vehicles.
 36. The method of claim 3, further including:controlling the location of each of the vehicles within a track system,wherein the track system includes at least two track members which canalternatively support the vehicles.
 37. The method of claim 36, whereinthe steps of monitoring, transmitting and receiving include monitoring,transmitting and receiving a switching state of each vehicle.
 38. Theautomated transportation system of claim 4, wherein the monitoringsystem is further adapted to monitor an acceleration/decelerationbetween the associated vehicle with respect to a vehicle immediatelypreceding the associated vehicle.
 39. The automated transportationsystem of claim 38, wherein the monitoring system is further adapted tomonitor the distance between the associated vehicle and the vehicleimmediately preceding the associated vehicle.
 40. The automatedtransportation system of claim 39, wherein the monitoring system isfurther adapted to monitor the application of brakes within theassociated vehicle.
 41. The automated transportation system of claim 40,wherein the vehicle control system of each vehicle is adapted to comparethe primary and secondary signals and determine the accuracy of theprimary and secondary signals.
 42. The automated transportation systemof claim 41, wherein the transmitter and receiver are wirelesscommunication devices.
 43. The automated transportation system of claim42, wherein the pathway includes a track system adapted to support theplurality of vehicles.
 44. The automated transportation system of claim43, wherein the track system includes at least two track members adaptedto alternatively support the plurality of vehicles.
 45. The automatedtransportation system of claim 44, wherein the each vehicle is adaptedto switch between the two track members, and wherein the monitoringsystem is further adapted to monitor a switching state of the associatedvehicle.
 46. The automated transportation system of claim 4, wherein thevehicle control system of each vehicle is adapted to compare the primaryand secondary signals and determine the accuracy of the primary andsecondary signals.
 47. The automated transportation system of claim 4,wherein the transmitter and receiver are wireless communication devices.48. The automated transportation system of claim 4, wherein the pathwayincludes a track system adapted to support the plurality of vehicles.49. The automated transportation system of claim 48, wherein the tracksystem includes at least two track member adapted to alternativelysupport the plurality of vehicles.
 50. The automated transportationsystem of claim 49, wherein the each vehicle is adapted to switchbetween the two track members, and wherein the monitoring system isfurther adapted to monitor a switching state of the associated vehicle.51. The automated transportation system of claim 4, wherein themonitoring system is further adapted to monitor the distance between theassociated vehicle and a vehicle immediately preceding the associatedvehicle.
 52. The automated transportation system of claim 4, wherein themonitoring system is further adapted to monitor the application ofbrakes within the associated vehicle.